Fluid power controlling mecha



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FLUID POWER CONTROLLING MECHANISM Original Filed. July 5, 1929 15Sheets-Sheet 5 INVENTO/Q EDWIN 6. STA (/DE ee. 21, 1937. I G, STAUDE Re.29,600

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Ben, 21, 1937. E. G. STAUDE FLUID POWER CONTROLLING MECHANISM OriginalFiled July 3, 1929 13 Sheets-Sheet l5 EM 5 m on E TSMN Nam M WJ mm M 5 an R N Reiscued Dec. 21, 1931 Edwin G. Staude,

Minneapolis, Minn.

Original No. 1,921,590, dated August 8, 1933, Se-

l'lal No. 375,846, July 3, 1029. Application for reissue December 26,1933, Serial No. 703,985

This invention pertains to improvements in dual-powered brakecontrolling devices, and is related to my'Reissue Patent No. 15,906, andto my Patent No. 1,785,052, issued December 16, 1930.

- This invention relates to improvements in dualpowered fluid-actuatedmechanism, for assisting the manual effort in setting brakes on thewheels,

and thereby controlling the deceleration of the vehicle with lessphysical effort.

One of the objects of my present invention is to provide an improvedpower application for maintaining a fluid pressure when required.

Other objects are to provide a power application which shall be ininstant service only when required; to provide a mechanism that may bemore easily applied to existing. vehicles; to provide a greatlysimplified construction: tc'devise a unit that is capable of operatingat high pressure thereby reducing its size for the work performed; andto provide a simple method of mounting the mechanism which may readilybe attached in the brake line, without interfering with existing crossmembers, floor boards, and so forth.

Other objects, advantages and features of the invention will appear fromthe following detail description.

Features of the invention include all details of constructions, andcombinations and sub-combinations of the parts disclosed in thedrawings.

In the accompanying drawings, forming a part of this application Figure1 is a top plan view of a motor vehicle transmission, supporting theclutch and brake pedal bracket to which my invention is applied;

Figure 2 is a side elevation of Figure 1;

Figure 3 is a top plan view of the mechanism embodying my invention;

Figure 4 is a vertical section on line 44 of Figures 3 and 8, looking indirection of the arrow;

Figure 5 is a longitudinal vertical section on line 5-5 of Figure 8,looking in the direction of the arrow; I

Figure 6 is an end view of Figures 4 and 5 showing the electricalcontact section;

Figure '7 is a plan section on line 7-1 of Figure 6, looking in thedirection of the arrow;

Figure 8 is a section on line 8-8 of Figure 4;

Figure 9 is an end view on line 9-9 of Figure 8 l I ing in the directionof the arrow;

line lI-|l of Figure 10 looking in the direction of the arrow;

Figure 12 is a detailed section Figure 10;

Figure 13 is a detailed section on line 18-" of Figure 2 showing themanner of mounting my invention when used in connection with the brakeline as in Figures 1 and 2;

Figure 14 is a detail of one of the supporting links shown in Figure 13;

Figure 15 is a section of supporting link on line l5--l5 of Figure 14;

Figure 16 shows a vertical section of a second modified embodiment of myinvention, in which the device is applied, directly to control the fluidpressure line of the so-called hydraulic brakes;

Figure 1'7 is a cross section on line li-Il of Figure 16; g

Figure 18 is a cross section on line lB-IO of Figure 16;

Figure 19 is a side elevationlllustrating a third modification embodyingmy invention, in which the vacuum principle is utilized;

Figure 20 is a section on line 20-20 of Figure 19 looking in thedirection of the arrow;

Figure 21 is a vertical section on line 2l--2I of Figure 20;

Figure 22 is a horizontal section on line 22-22 of Figure 19;

Figure 23 is a Figure 22;

Figure 24' is a diagrammatic view showing my vacuum-controlled device inrelation to a brake pedal, intake manifold of a motor, brake rodconnection and conventional brake; and

Figure 25 is a plan section on line 25-25 of Figure 5 illustrating. thecirculation passages including the by-pass with the check valvecontrolling it.

The invention may be considered as an ini provement on my Reissue PatentNo. 15,906.

online i2-i2 of vertical section on line 23-23 of In the application ofa hydraulic pump for this '40 purpose, it is common to provide one ofthe pump gears on the transmission shaft. Since this shaft is usually 1%inches in diameter, it follows that the diameter of the pump gear cannotwell be .anything under three inches. In order to get the requiredproper volume of one cubic inch per revolution of the propeller shaft,it involves a pump gear face of about half an inch. The coacting gearmust necessarilybe of the same size in order to keep the speed down whenthe car runs at higher speeds.

When power take-off from the transmission is used, it is .necessary toprovide sumcient fluid capacity to give ample displacement or movemeritof the mechanism for assisting in applying 65 the brakes at a time whenthe car is practically at a standstill. Therefore, the pump must havevolume sufflcient to cause the proper action at the very slowest speeds,withoutlagging back of the manual effort. At this time. the pump gearrevolves less than flfty revolutions per minute. Because of this slowspeed, high pressure is impractical due to fluid leaking past the gearteeth at such very slow speeds. In order to have a pump of the propercapacity for the very lowest speeds, it is evident that it will have tohave very much greater capacity than necessary at speeds thirty milesper hour or greater.

By the use of the invention herein described, the above named objectionsare entirely overcome for the reason that, instead of the pump gearrevolving at less than fifty revolutions per minute, Just before thestopping period and causing a maximum fluid pressure not to exceed onehundred fifty pounds, very much smaller pump gears revolving at the rateof ten thousand revolutions per minute and developing a pressure of morethan five hundred pounds per square inch are used, and thereforeadequate power is assured whatever the speed of the car. This is animportant feature of my invention. "This for the reason that instead oftaking the power from the transmission shaft, the speed of which reducesproportionately with the speed of the vehicle, I use"the current fromthe storage battery throughla small high speed motor, running tenthousand revolutions per minute, using less than one hundred watts andwhich generates a pressure of over five hundred pounds per square inchwith a pair of pump gears three-eighths of an inch pitch diameter,one-eighth of an inch, face, twelve teeth, thirty-two pitch.

Where it is undesirable to use the current from the storage battery, Iuse a vacuum-operableturblue for driving the pump gears at ten thousandrevolutions per minute, obtaining the vacuum effect by connecting thedevice by means of a three-eighths inch copper tubing with the intakemanifold of the motor. Of course, this connection may be made at anypart where suction effects can be obtained. Moreover, the suctioneffects may be produced in other ways than by connection with theengine. The use of the vacuum, either produced as the result of theengine operation, or otherwise, is considered an important feature ofthe invention. By running the pump gears at high velocity and byobtaining the high pressure, I am able to obtain either more pullingpower on the brake rod with a given size unit, or obtain the samepulling power on the brake rod with a proportionately smaller unitsInasmuch as the size and weight of any mechanism on a motor vehicle areimportant considerations, the advantages obtained by the constructionherein are additionally important. By use of the means herein a smallunit of small weight is produced. Another important feature is that thedevice isconnected as a part of the brake connection in the brake line.The power to the device can be obtained through hollow flexibleconnection. Another important feature is the fact that when a motor isused it is carried by, or as a part of, the unit. Another 10 importantfeature is that a very small motor can and is used.

have shown that it takes a pumping capacity one cubic inch per onerevolution of the pump gear where the pump is driven from and atpropeller shaft speed. If for every 'IWOIQ Q the propeller shaft onecubic inch is circulated in the system, running at thirty miles perhour, which is the equivalent of fifteen hundred revolutions per minute,there would circulate fifteen hundred cubic inches or about sixty-fivegallons of fluid per minute whether the brake is used or not.

Under my present invention herein disclosed, the fluid circulates onlywhen the brake'is being applied, a feature of the invention. I can dothis only because of the small volume required,

but the high speed of the pump gears. and the high pressure with thepump gears running at ten thousand'revolutions per minute I am able toreduce the size of the gears proportionately to one-eighth of an inchface and three-eighths of an inch pitch diameter so that instead ofobtaining a volume of one cubic inch per revolution, I actually obtainonly .009 of a cubic inch but running ten thousand revolutions perminute, or one hundred sixty-six revolutions per second, I actually getone and one-half cubic inch fluid displacement per second, and becauseof the high pressure of five hundred pounds per square inch, I need onlyone-half a cubic inch displacement to give me the same braking effort asformerly required with one and one-half cubic inches owing to thedifference in pressure. Since I am able to obtain one and one-half cubicinches displacement per second at one hundred sixty-six revolutions persecond and since only one-half a cubic inch is required to set thebrakes, it follows that I can set the brakes in one-third of asecondwhich is faster (an important feature of the invention) thanbrakes can be set by manual effort, therefore there can be no lagging inbrake effort. A pump gear oneeighth of an inch face and three-eighths ofan inch pitch diameter has a pumping face area of .0078 inch. Multiplythis by five hundred pounds pressure and .1875 inch radius of pump gearequals seven pounds torque at three-sixteenths of an inch radius, oroneand one-half inches pound torque to obtain five hundred pounds pressure,practically instantaneously; another important feature.

For the purpose of computing vacuum values on a motor intake manifoldwhen the butterfly valve is closed for operating windshield wipers,vacuum tanks, and so forth, ten pounds vacuum is generally conceded tobe available. Where I desire to drive the pump by a vacuum turbine Iprovide a small three inch diameter turbine wheel with a quarter inchface. I also provide thirty equally spaced air inlet holesone-sixteeenth of an inch diameter on a one and three-eighths inchradius. The area of one-sixteeenth inch round is .003 inch times thirtyholes equals .09 area, assuming the full vacuum value of ten pounds Ican deliver actually a maximum of four inch pounds torque when only oneand one-half inch pound torque is. required for five hundred poundsfluid pressure.

To use electric current from the battery, I have found in practice thatin order to secure a one and one-half inch pound torque at ten thousandrevolutions per minute, a motor about one hundred watts capacity'isrequired, which is about twice the capacity used in the ordinaryelectric motor car horns or windshield wipers, and like these motorsfull speed is obtained almost instantly. Both the vacuum-turbine and theelectric motor run only when the brake is in use, and there is no wasteof power; an important feature of the invention. The ratio between brakepedal movement to brake rod movement is usually about three to one,- sothat a pressure of one hundred pounds applied to the foot pedal causesla pull on the brake rod of three hundred pounds, therefore, for motorcars generally it is sufllcient if the device be so designed as to becapable of exerting a pull on the brake rod up to two hundred and fiftypounds, in addition to that manually exerted. Of course, the presentinvention need not depend on any appreciable amount of manual or otherpower assistance.

This invention lends itself admirably to use with a device in which thepower can be applied proportionately and progressively such as shown inmy Patent No. 1,785,052, issued December 16,

1930. It is quite evident that a brake powermechanism where the power isnot absolutely under perfect control at all times, but may either be allon" or .all off, is absolutely unsafe and impractical. Y

Inthe drawings, 2 represents an ordinary motor car transmission case,having the usual bell fly wheel housing 3, and the gear shift lever 4,clutch pedal 5, and the ordinary brake pedal 3. Between the usual brakerod clevis connection 1 and the brake rod 3, I mount my brake controlunit generally designated 3, additionally and movabiy supporting samefrom links Ill and H, which are pivoted at one end as at l2, on oppositesides of the member 9, and at the other end to shaft 14, see Figures 1,2, 13, 14 and 15. The brake band is indicated at 8, the brake drum at 8and the band operating lever at 8. To line up and locate the position ofthelinks l0 and i I, I provide the set screw l5 passing through athreaded portion of a depending arm l1 on the links I D and II. The setscrew passesithrough the depending arm 11, and bears against lug IIIwhich is formed on the pedal bracket l9 secured to the transmission case2, see Figure 2. As will be noted in Figure 13, the links I0 and ll, arelocated on each side of the brake pedal bearing 20, and at the oppositeend the links l0 and II fit over suitable lugs 2| and 22 formed on themember 9. To keep the links in position, I provide washers 23 and 24held in place by cap screws 25 and 26.

A feature therefore, relates (see Figure 1) to the linking of a powerunit, by link means connecting a casing or operating chamber to the endto the brake rod 8 and adjustably secured by threading to the threadedportion 29 of the element 33. From the foregoing description and also byreference to Figure 4, it is clear .that by depressing the pedal 6, apull will be exerted on the brake rod 8, through the clevis connections21 28, parts 23 and 21, and intermediate connections now to bedescribed. Rod 21 is integral or has formed upon it an enlarged portion30 tapered at the point of junction to provide a seat 31. There is alsoprovided an enlarged portion 32 larger than the portion 30, andproviding a circumferential shoulder as a spring seat. The threads 29are arranged on a reduced portion of a stem element which includes anenlarged portion 33 having a threaded end 34. The end of the element 32normally abuttingly engages the end 34 of element 33. Within the bore 36of the casing 9 is a hollow piston-like valve seat member 31 having abore 33, and counterbored to provide a seat I! with which the seat ll ofthe 'member 30 is cooperable, to control fluid flow in the pressuresystem. The opposite end of the element 33 as a stop, and with the endof the element 31- abutting the face or stufling box member 35. The rearportion of the hollow valve seat member 31 is exteriorly counter-turned,and is therefore of smaller diameter to provide passage 42 which permitsfree flow of fluid around one end portion. This circumferential passageforms part o f a fluid circuit hereafter to be described. and includingbore.36,'passage 42, passage 55, bore 33 and opening. 56 of element 31(of greater diameter than shaft 21).

A series of passages are in this instance included I in n fluid circuit,and circulation in this circuit is controlled by a pair of pump gears43-44 mounted in castings 45-46, see Figures 4 and 8. The casting 46 isprovided with a passage controlled by a check valve 41, see Figures 5and 8. These structures are features of the invention. The check valveis used so that if for any reason the pump gears 43-44 stop during theperiod when braking movement is needed, or during that movement, thefluid trapped in front of the movable valve casing 31 can be by-passedthrough the passages in direction of the arrows, see Figure 5.

The passages are indicated at 49, 50,5i, 52 and passage 52 leads intothe rear of the movable valve element 31, which operates in bore orchamber 36. The ball check valve will, however, prevent the flow of thefluid in the opposite direction so that when the. pump gears generate apressure the ball 41 will rest securely on its seat. This is a valuablefeature.

Referring to Figure 4: As the small pump gears revolve in the directionindicated by the arrow, and whenever 3| is not seatedat 39, the fluid inthe forward part of the chamber 36 will flow into the passage 48,passage 53, around the pump gears 43 and 44, out through the passage 54,into the passage 52, around the space 42, through the angular passage55, into the space around the member 30, past the valve 3|, and the seat39, through the opening 56, around the member 21 back into the forwardpart of the chamber 36, when the circuit will be completed.

Figure 5 shows the operation when braking, in which the valve is movingforwardly with the valve 3| seated on its seat 39 and spring 4| undercompression. Since the fluid cannot pass the valve and seat, pressure isimmediately built up back of the slidable valve seat member 31 at thepoint 51, this pressure acting against the enlarged portion 32 andexerting a back pressure on the rod 21 tending to open the space betweenthe valve 3| and its seat 33.

In practice, I provide the proportionate area against which this backpressure acts as substantiaily twenty per cent of the total availablearea against the back of the valve seat member 31. The purpose here issubstantially the same as in my Patent No. 1,785,052, except theconstruction is greatly simplified, and costs of manufacture reduced.The purpose is that of obtaining the necessary progressive feel" on thebrake pedal, which shall always be proportional in the ratio ofpractically five to one of the additional booster effort of the actualfluid pressure at the point 81.

In order to provide an outlet for the fluid which may accumulate at thepoint 88, a hole 88 is drilled in the center of the members 88 and 82 asshown in dotted lines, Figures 4 and 5, and. this hole connects with ahole drilled crosswise through the rod 21. This hole connects with theforward end of the chamber 88 on the low pressure side of the unit.There is also provided a channel 8| connecting the low pressure side ofthe unit with any leakage that may accumulate at the points 82 and 88 inthe'bearing and stuffing box 84.

Referring to Figure 8, the pump gear 48 is formed integral with theshaft 88 on the end of which is secured a small spur gear 88,meshinginto this spur gear is a pinion 81 secured to the rotor shaft 88 of asmall electric motor having the usual commutator 88 and terminals 18 andII. From the description just given it is clear that when a circuit isclosed across terminals 18 and II, the motor will instantly start, andthrough the action of the gears 8I-88, shaft 88 and the pump gear 48-44,immediate circulation of the fluid will be obtained. Referring now toFigures 4, 5 and 7: In order to make and break this circuitautomatically as a result of brake pedal action, the following means isprovided: A sleeve I2 slides upon rod 21 and abuts one of a pair of nutsI8 and I4 properly adjusted on therod 21. Spring I8 acts to move sleeveI2 toward said stop nuts. On the sleeve I2 is an insulating retainerring I8 and secured to the retaining ring 18 is a brass ring 'II.Secured in a counter-bore I8, of the member 8. is the member I8 made ofinsulating material, and held in place by screws 88 and 8I. Secured tothe insulating material I8 are small copper blocks 82 and 88 connectedby screws 84 and 88 which represent terminals for the connections 88 and81.

The insulated wire 81 is connected by a suitable conductor 81 with oneterminal of battery 88. The opposite terminal of this battery isconnected to the terminal I8 of motor 18', by conductor 18*. Theopposite terminal II of the motor is connected by conductor 88 with wire88. The conductors 88 and I8 are also indicated in Figure 11.

From the description Just given referring to Figures 4 and 5, (land 7,it is clear that as the pedal is depressed and the rod 21 moves in theoperation of setting the brakes, jam nuts I8 and I4 will move away fromthe insulating member I8 and causing the sleeve I2 actuated by thespring I5, to bring the ring 11 in contact with the blocks 82 and 88,thus closing a circuit and instantly starting the motor which continuesto run at full speed until the pedal is entirely released, which willbring the jam nuts 18 and I4 against the sleeve I2, compressing thespring I8 and breaking the circuit. For the purpose of filling chamber88, and all of the passages, with fluid, (for example equal parts ofglycerin and alcohol) a plug 88 is provided. Suitable packing isprovided around the rod 21.

In Figure I have shown a modification of the construction justdescribed, which is a feature of the invention. The form includes atubular valve seat member 8|, providing a seat 84 with which valve 82cooperates. The valve has a stem 88. The valve 82 is adapted to beunseated by spring 88. The movable valve seat member 8I has passages 88,which are connected with the chamber 81 by passages 88 connecting inturn with passage 88. controlled by pump gears 48 and 44, andcommunicating with passage 82, in turn connecting with the forward endof the movable valve member 8|. I provide a spring collar I88, fittingin a recess I8I on the end of the movable valve seat 8|. The clampcollar has lugs I82 sep-v arated by bushing I88, see Figure 12, and heldas a unit by a bolt I84. Mounted on the bushing I88 is a lever I88, oneend of which bears against the member 88, the opposite end beingconnected,

.member 88 compressing the spring 88 and closing the valve 82 againstthe seat 84. If the fluid is in circulation, a pressure will immediatelybe set up to assist the manual effort. It will be understood that switchmechanism operable by the element 88 of Figure 18 may control the motorto set up fluid pressure in substantially the same manner as shown inFigure 4 wherein the element 21 operates the switch 11. A continuationof the pull on the rod I88 will cause the member M to bear againstroller I88 on the arm II8, which is pinned to a cross shaft III. Thiscross shaft III represents the brake shaft usually found on motorvehicles.

Although the construction shown in Figure 4 is applicable to most motorvehicles, there are some vehicles wherein, in order to make theinstallation in a practical manner, certain structural modifications areadvisable. The construction shown in Figure 18 is adapted for use underconditions where lack of space prevents the use of other forms of theinvention. illustrates a push type installation with reverse valvemotion, particularly applicable to certain trucks, where space islimited,.and where low cost of installation is of major importance.

The regular brake rod fork I88 is connected as at I81 to a lever I88,which lever is pivoted on the bushing I88, mounted on valve seat element8i, and operates as follows: By pulling on the rod I88 the tubular valveseat member Si is moved forwardly against the roller I88 on the arm II8to rock the shaft III. As soon as the v brake-operating shaft iII offerssome resistance,

the member 8I cannot move the arm II8 further without additional effortor pull on the rod I88. This additional pull causes the arm of lever I85to rock on the bushing I88 and push on the valve stem 88 against thetension of the spring 95. toward seating position, and against the fluidpressure. By this action, pressure is built up in the passage 82, due tothe restricted flow. This built-up pressure acts on the surface 8| ofthe exposed area of the tubular valve seat element 8| to move thiselement to, n turn, move the arm II8, in brake-applying direction.

When the arm I I8 offers further resistance. a further pull on the rodI88 will still further compress the spring 85 and further reduce theopening between the valve 82 and the seat 84 which will further increasethe pressure proportionate to the pull in the rod I 88, until the finalseating of the valve 82 on the seat 84, which results in setting up themaximum fluid pressure acting on the surface 8|.

Due to the manner of connecting the rod I88 to lever I88. all of themanual effort on the rod I88 can be directly and mechanicallytransmitted to the roller I88, in addition to the fluid pres- Thisfigure and motion of the force applying element sure action or in theabsence of any fluid pressure action.

In this device, part of the fluid pressure eflort is thrown on the pedal0 so that the operator may feel a proportionate increase in thispressure. The link I08 is pivoted to the lever I at a point over thepivotal point of the lever with the element 9|. The lever not onlyserves the purpose of moving the valve 92 toward and against seat 90,but moves the stem 03 in a direction opposite to that of pedal motion.'Because of the arrangement of the parts, and because the area of the endof the movable valve seat member 9| is greater than the area of thevalve 92, it follows that all pressure on the member BI is transmittedto the roller I09, and all pressure on the valve 92 is transmitted tothe pedal,

and thus the operator can "sense the latter pressure and can control cardeceleration smoothly without the danger of setting the brakesviolently, or settingup a dangerous .grabbing action. a The invention isnot limited to use with a recirculating pressure system, or with apressure system in which pump gears are used to create pres-' sure, butmay be used with any kind of a fluid pressure system. It will be notedthat the valve 92 is moved to the right to closed position and in adirection opposite to that of fluidflow when the fluid is acting toobtain brake assisting power. It will also be noted that the powermovement of the elementQI is in a direction opposite to the direction ofclosing movement of the valve 92" and in the same direction as fluidflow and in the same direction as that of pedal movement to brakeapplying position. The valve is also operable upon reaction in thelinkage connections to obstruct the circulation of fluid as'it leavesthe operating chamber. In other words the valve 92 moves in a directionopposite to the direction of normal circulation of fluid. The valve isalso operable upon reaction in the linkage connections to create adiiferential of pressure on the opposite sides of the actuatingmechanism, and the valve moves in a direction opposite to-the directionof normal circulation. By having the elements 9| and 93 project beyondthe operating chamber at the same side, and by having the operatingmeans I05, etc., also at a point outside of the chamber, connectionswith a control device such as a pedal are easily made. The relativedirections of movements of the parts are valuable features, as well asthe arrangement of the reacting means at one and the same end of bothvalving members.

A feature relates to the specific construction shown in Figure by whichconnection with the valving means can be made at the outside of thecasedirectly with a brake pedal link, and in which the casing can bearranged rearwardly of a brake shaft to operate the shaft by means of abrake shaft lever.

Another feature relates to the arrangement of Figure 10 in which thelever I05 (or functionally equivalent operating element) is mounted onthe piston, with the lever adapted to close the valve I when said leveris pulled in the same direction as that of piston movement whenpressuremoved as a result of valve closure.

Another feature relates to the reacting relation of the operating meansI05 to the valving elements SI and 93 in which the direction ofapplication of force to obtain assisting power is in the same directionas pedal brake motion,

movement of the movable valve members may pass into the air space 2 inthe event that for some reason the pumping mechanism is inoperative. Thegeneral operation of the device just described is similar to that shownin Figures 4 and 5. In the first embodiment, the brake rod connectionruns through the unit, whereas in the construction shown in Figures 10,11 and 12, both the members comprising the movable valve and valve seatprotrude from one end of the unit similar to the construction shown inmy Patent No. 1,785,052. In the construction shown in Figure 10, thereis provided the same proportionate fluid pressure against the pedal 0through the action of the pressure against the valve 92 through theopening 3', as compared with the area of the total exposed end of themovable valve member 9|.

A suitable filling plate H4 is provided to correspond with the fillingplug 88, and a suitable drain plug 89 for the system is also provided.The unit is secured to a cross member I I5 which is part of the motorcar frame, by suitable lugs H6 and In, the plate II8 and'the bolt II9.

In Figure 16 the invention is applied to a well known type of hydraulicbrake in which the piston is connected in the fluid master cylinderdirectly with my unit, and also in which provision is made for the usualreservoir for replenishing fluid lost byv leakage.

Referring to Figure 16 there is provided the usual pedal 6 andconnection 1 and the rod 21, except that the unit is placed on theopposite side of the pedal 6, and a pushing eflect is obtained by theaction of the pedal. This pushing effect is against the rod H9 whichcarries a portion of an electrical contact mechanism, the functionalequivalent of and '7. The mechanism includes a sleeve I20 held againstthe shoulder I2I, of the member I22, by a spring I23. The sleeve I20carries the insulating material I24, and brass ring I25 is adapted tocontact with the hooked bars I26 and I21, which are. secured to theterminal outlets similar to that described in Figures 4, 5, 6 and 7.

The member I22 corresponds to the valve member having a valve, I28cooperating with a valve seat I29 of the movable member I30. Formedintegral with the movablevalve seat is a piston I3I. The valve memberI22 has a reduced portion I32 formed on its inner end, and the valve isadapted to be held in its open position by spring I33 which abuts plugI34 screwed into piston portion I3I of the movable valve seat memberI30.

In order to replenish any fluid which may become lost in the cylinderI35, in which the piston I3I operates, a chamber I36 is provided whichis connected with the cylinder I35 by a port I 31 so that fluid may flowthrough the opening I31 and into a cylinder and replace any fluid whichmay have seeped out through the various conthat shown in Figures 5, 6

- obstructed at any time.

nections throughout the system while same is under high pressure.

The movable valve seat member is reduced to provide a fluid channel I38as part of the fluid circulating system. There is also provided a crosschannel- I38 connecting the space I38 with the space 8. Space I40 inturn (when valve I28 is unseated) connects with space I4I conheatingwith channel I42. The reservoir I38 connects with the channel I43,leading into channel I 44. Channel I connects with pump gears throughchannel I85, which pump gears exhaust into channel I48 directly intochannel I42. Ordinarily fluid fills the entire system, and if the pumpis inactive, movement of the pedal to braking position causes the valveI28 to seat against the valve seat I28, compressing the spring I33,exerting pressure against the piston III and compressing the fluid inchamber I35, which results in pressure in the connection I41 to operatethe brake. The spring I33 tends to maintain the valve I28 unseated. Forthe purpose of limiting movement of element I22, there is provided astop pin I48, operating in a slot I49, see Figures 16 and 17. The pistonml is also limited in its movement within the cylinder I35 by shouldersI50-I5i, see Figure 18, so that the passage connecting I43 .with Ht willnot be In order to establish fluid communication between chamber I35 andthe reservoir I38, when valve I28 is open, there is provided a passageI52 in a plug I, and also there is provided a passage I53 in member I32,connected by cross passage I. Fluid filling the chamber I flows throughthe passage I58 into passage I53 and out through I52. When the valve I28is closed against the seat I29 the passage I 54 is cut oil. at point I55so that pressure may be set up in the chamber I35, and this cut oilprevents flow through the passages IE2, I53, I54.

Figure 16 also illustrates a push type brake assistoradapted forhydraulic brakes. In this instance, the back pressure" force against thepedal 5 is determined by the difference between the cross-sectional areaof the members I30 and Another feature therefore relates to the use in afluid pressure system of a control element and an obstructing member(see Figure 16) with a third member operable by the control member andoperating in a chamber for displacing fluid therefrom, to control aremotely disposed mechanism, and to the provision of a fluid supplyreservoir supplying both fluid for the system and for the chamber fromwhich the third member displaces fluid.

Another feature relates (see Figure 16) to the arrangement of thefluid-replenishing passages,

respectively connecting the reservoir with the chamber and system, sothat the piston is adapt ed to close the replenishing passage for itschamber at the beginning of a power stroke. An additional featurerelates to the provision of passages through the obstructing member I32and control element I30 establishing communication between the fluid ofthe circulating system and of the reservoir and of the piston chamber,only when the obstructing member is in an initial unobstructingposition.

In Figures 19 to 24 inclusive, there is illustrated a modified form ofpower means for operating the pump gears 43-. In this instance there isprovided a disk I58 having vanes I 51 set at an angle (see Figure 22) toair inlet ports I50. The

idea of applying the vacuum principle in the present environment, aswell as the constructions set forth, are important features of theinvention. A vacuum is created to suck air through ports I58 (see Figure20) across vanes I51 through chamber I8I, ports I50, chamber I59, andthrough member I62, past ball check valve I53, and

through the brass tube I64, which tube is con at I12, the acceleratorpedal at I13 and the ac- I celerator connecting rod at Ild, this rodbeing as usual connected with the lever I12. When the foot is removedfrom the throttle pedal I13, the parts assume the position shown in thefigure with the butterfly valve closed or substantially closed, andsufficient vacuum is produced to operate the small pump gears at highvelocity. It will be understood that when the butterfly valve is openthe suction or vacuum effect is reduced so that the turbine I55 isinoperative or operates only at substantially reduced speed.

It will be understood that the valve mechanism of the units illustratedin Figures 19 and 20 may be the same as that illustrated in Figure 4, oras that illustrated in-Figure 10.

The operation of this vacuum-powdered motor is as follows: The vacuum iscreated in the pipe I when the butterfly valve at the carburetor isclosed, and this vacuum ordinarily is about ten pounds per square inch.The ball I63 is raised against the stop I68 to create a vacuum withinthe chamber I59, which through connection to the ports I60 create vacuumwith the space ISI. Air rushing through ports I58 open to the atmospherewill blow against the inclined vanes as shown in Figure 22, and causethe disc I55 with the vanes I51 to instantly rotate at high speed andrevolve the pump gears 53 and 44. The brakes are seldom, if ever,applied without removing the foot from the acceleratorcontrol, and thisinstantly closes the butterfly valve, and sets up a vacuum sufiicient toraise the check valve I63. During normal driving, when the carburetorbutterfly valve is partly open the vacuum is not suiiicient to raise thecheck valve I53 and therefore the disc I56 and vanes I51 will notnecessarily revolvecontinually, although there is no objection to thepump revolving continually at low speed when vacuum power is used, sincethe carburetor adjustment can be made to accommodate this continual flowof air, to properly balance the mixture.

While I have shown my dual fluid power controlling mechanism as appliedto assist in setting the brakes on motorvehicles, my invention may,however, be successfully applied to many other uses, especially with theindividual electric motor drive.

A salient feature of the invention is the use of a small size,small'weight, high velocity motor for obtaining great power by the useof small pump gears operated at high velocity, whereby, among otherthings, a casing unit of small size and weight, adapted to be connecteddirectly in the brake line, can be had. I do not claim merely the sizesper se but consider the idea-of means small pump gears rotated at highvelocity, the gears being controlled by means operable at very smallcost, and which is of small size and weight such as an electric orvacuum controlled motor. The ideas of means in a single unit connectiblein the brake line with the brake line elements including pedal-operableand brake operating connections, connected to be controlled by and tocontrol a single valve in a manner to progressively block circulation inthe fluid system and to be fluid-operated to progressively set thebrakes is also a valuable feature.

So far as I am aware no one has ever conceived, in an environment of thekind mentioned herein, that great power can be obtained in a smallcompass, by operating very small gears at high velocity by means of ahigh speed motor of small electrical capacity; nor has anyone conceivedthat this high velocity operation makes it possible to construct a smallsize, light weight,-

self-contained unit, including pressure-controlled means for operatingthe brakes with the unit directly connectible in the brake line.

Another feature of the invention relates to the compact valvingstructure ,of Figure 4 and some of the other figures, wherein thevalving element 30 is within the valve seat element 31, and in which thevalving element 30 has an enlarged portion 32 against which backpressure acts to separate the elements. This some-' what telescopicrelation of the parts permits small diameters and compactness of thevalving mechanism and yet provides a construction which is adaptable tovery high pressure operation. Another feature is the arrangement of thespring within the telescoped members for normally separating the valvingmembersas shown in Figure 4.

Another feature relates to the very compact structure of Figure 4 andsome of the other flgures, providing a very short passage establishingcommunication between opposite end's of the operating chamber 36, seepassages 48, 53, 54 and 52 which may be considered one passage. This ispossible because of the use of small pump gears which are placed closeto the chamber 36 but outside of it, and is also made possible by thetelescopic relation of the parts of the valving meanswhich permits ashort stroke and therefore a short operating chamber. This is a highlyimportant feature, in that the shorter the fluid circuit is, the lessfriction and therefore the less heat there is. t

A valuable feature is the use of small gears, thus making compactnesspossible, and in. 'addition to this and separate therefrom,theprovisionof a pressure-creating means operable on such a small amount of electriccurrent that the current can be drawn from the ordinary battery withoutoverloading it, notwithstanding the fact that this battery at the sametime supplies current for operating a heater, radio, windshield wiper,etc. of the automobile.

Another valuable feature of the invention concerns the arrangement ofthe valving element 41 in Figure 5 so arranged as to prevent return flowthrough the passages 52-5l in case of pressure failure or reduction dueto failure or maloperation of a pressure-creating means of any suitablekind, whether the fluid power is generated by a. power unit operated bya battery or is generated from the engine manifold through a suitableconduit connection. By this means,

proper pressure in' the operating chamber can be maintained.

I claim as my invention:

15A brake control comprising a fluid circulating system includingintercommunicating passages, a pedal, brake-applying means, a valvemember and valve seat member cooperable therewith for controlling flowthrough the fluid system, one of the members being connected to thepedal and the other to the brake-applying means, small pump gears forcontrolling pressure in the system, means for operating said gears athigh velocity, and means operable by pedal movement to braking positionto initiate operation of said gear operating means.

2. A device of the class described comprising passages forming a fluidcirculating system, and including a pump adapted to set up pressure in rthe system, a pedal, a brake mechanism, a valve member, and a seatmember for said valve member both movable in a portion of the system andcooperable to block fluid circulation, one element being adapted to bemoved by the pedal to block circulation, and, the other adapted to bemoved as the result of blocked circulation to re-establish circulationand to move the brake mechanism to apply the brakes as the result ofsuch circulation re-establishing motion, means adapted to operate saidpump at high velocity, means operable by pedal movement to brakingposition to initiate operation of said gear operating means, said valveand seat means being cooperable in a manner to obtain manual applicationof braking pressure, and a valve controlled by-passage as a part of saidsystem adapted to relieve pressure in case the gears become inoperativeand block fluid circulation.

nected as a link.

4. device of the class described comprising a flu1d pressure systemhaving associated therecasing atone side, a lever against whiclr one 7

